DE102013218891B4 - A double clutch control / regulating device - Google Patents

Abstract

A dual-clutch control apparatus comprising a multi-speed transmission (TM) having a plurality of gear trains between a main shaft (13, 6, 7) on the input side and a counter shaft (9) on the output side, a shift actuator (21) for carrying out a shift from the multi-speed transmission (TM), a dual clutch (TCL), which is configured of an odd-numbered stage side clutch (CL1) and a even-numbered stage side clutch (CL2), to provide power transmission between the multi-speed transmission (TM ) and a motor (100) to connect and disconnect a clutch actuator (107) to control the dual clutch (TCL), and a manual-actuation clutch capacity arithmetic operation section (185) to control an operation amount of a manual clutch operating means (FIG. L) to computationally handle a manual operation clutch capacity calculation operation value (tqcltmt) according to the manual bet actuating, wherein comprising the twin clutch-control / regulating device comprises: a control / regulating section (120), to control the shift actuator (21) and the clutch actuator (107) / control; anda manual shift operating means (P) for making a shift request to the control section (120); wherein the control section (120) is configured such that the control section (120), when a shift request from the manual one Shift operation means (P) which drives the shift actuator (21) to shift the shift speed to a next transmission speed irrespective of an operation amount of the manual clutch operating means (L), and then causes the manual operation clutch capacity calculation operation value (tqcltmt) of one Clutch capacity (tqc2) corresponding to the next transmission stage is used as a trigger that the operation amount of the manual clutch actuating means (L) exceeds a predetermined value, wherein the control section (120) when a predetermined condition is met while the manual clutch actuator (L ) is not operated after the shift stage has changed in response to a shift request from the manual shift operating means (P), determines the shift request by the manual shift operating means (P) as an erroneous operation, and resets the shift stage to an initial stage, and the predetermined condition that is, a predetermined time period (T) elapses after the shift request by the manual shift operating means (P).

Description

[Technical area]

The present invention relates to a dual clutch control apparatus, and more particularly to a dual clutch control apparatus which uses automatic control and manual operation of a clutch in a complex manner.

[Technical background]

In a clutch control apparatus which controls a clutch of a transmission built in a power source of a vehicle by an actuator between a connection state and a disconnection state, a configuration is known from the past which includes a manual operation means such as a manual control. a clutch lever, to permit application of both automatic control and manual operation of the clutch.

JP 2011-112 094 A , which is regarded as the closest prior art and EP 2 325 513 A2 discloses a configuration of a permanent engagement type transmission for a motorcycle including a dual clutch composed of a first clutch which accepts gears of an odd numbered stage side and a second clutch which gears of an even number Step side takes over. According to the configuration, the dual clutch is automatically controlled by an actuator while allowing manual operation to be engaged according to operation of a clutch lever.

EP 2 578 906 A1 discloses a dual-clutch transmission having a transmission control unit which operates at the vehicle start such that an engaged clutch is switched from a second clutch which is on the high-speed side to a first clutch which is on the low-speed side causes the torque transmission path to change.

Out DE 10 2009 004 426 A1 is a shift control part of an AMT control unit is known, which suppresses the change of a shift gear ratio in which a rotational drive force is transmitted to a rear wheel WR on the structure of a predetermined shift suppression condition, and simultaneously performs a provisional shift, the selection of a different shift gear ratio only by Performing a drive control of a clutch according to a state of a vehicle allowed in a state where the shift gear ratio, at which the rotational driving force is transmitted, is maintained.

EP 2 063 153 A2 discloses a clutch control system for a transmission for detecting whether hydraulic control is not performed during shifting. A first clutch and a second clutch are switched from a disengaged state to an engaged state by receiving a predetermined pressure generated by a hydraulic pump. A transmission performs the shifting to an adjacent gear stage by switching the engagement state of the first clutch and the second clutch from one side to the other side. If a predetermined time has elapsed since the start of the clutch switching operation and an input-output speed ratio, which is a ratio between the rotational speed of the engine and the rotational speed of a counter shaft, falls within a predetermined range corresponding to a gear before the switching, interrupts Transmission control unit, the clutch switching operation by interrupting the supply of hydraulic pressure to the other clutch side to bring it into the disengaged state.

[Overview of the Invention]

[Problem to be Solved by the Invention]

However, in the in JP 2011-112 094 A1 and EP 2 325 513 A2 For example, the technology disclosed an automatic control mode and a manual control mode as a control mode of the clutch, and when the manual control mode is selected, the operation amount of the clutch lever exceeding a predetermined value is determined as set an admission condition for a switching change. As a result, when a shift change operation is performed before a clutch lever operation, an actual shift change is not performed and the shift change operation is not reflected. Consequently, there is a possibility that this may give the patient a sense of discomfort.

The object of the present invention resides in providing a dual-clutch control apparatus which can solve the problem of the above-described related art, and intervention of manual operation in an automatic control clutch can be smoothly performed.

[Means to solve the problem]

In order to achieve the above object, a first characteristic of the present invention is a dual-clutch control apparatus which comprises
a multi-speed transmission ( TM ), which comprises a plurality of gear trains between a main shaft ( 6 . 7 ) on the input side and a countershaft ( 9 ) on the output side,
a shift actuator ( 21 ) for performing a change of a shift stage of the multi-speed transmission ( TM )
a double clutch ( TCL ), which consists of an odd-numbered step-side coupling ( CL1 ) and an even-numbered step-side coupling ( CL2 ) is configured to transfer power between the multi-speed transmission ( TM ) and a motor ( 100 ) to connect and disconnect,
a clutch actuator ( 107 ) to the double clutch ( TCL ), and
a manual operation clutch capacity calculating operation section (FIG. 185 ) to control an amount of operation from a manual clutch actuator ( L ) in order to computationally handle a manual-actuation clutch capacity calculation operation value (tqcltmt) according to the manual operation, the dual-clutch control apparatus comprising: a control section ( 120 ) to the shift actuator ( 21 ) and the clutch actuator ( 107 ) to control; and
a manual shift actuator ( P ) for performing a switching request to the control section ( 120 );
the control section ( 120 ) is configured such that the control section ( 120 ) when a shift request from the manual shift operator ( P ), the shift actuator ( 21 ) to shift the shift speed to a next speed regardless of an operation amount of the manual clutch operating means (FIG. L ), and then causes the manual operation clutch capacity calculation operation value (tqcltmt) of a clutch capacity ( TQC2 ), which corresponds to the next gear stage, wherein it is used as a trigger that the operation amount of the manual clutch actuating means ( L ) exceeds a predetermined value, the control section ( 120 ) when a predetermined condition is met while the manual clutch actuating means ( L ) is not actuated after the shift stage has responded to a shift request from the manual shift operator (FIG. P ), the switching request by the manual shift operating means ( P ) is determined as an erroneous operation and resets the shift stage to an original stage, and wherein the predetermined condition is that a predetermined period of time ( T ) after the shift request by the manual shift operating means ( P ) elapses.

Moreover, the present invention has a second characteristic that the control section ( 120 ) when a shift request by the manual shift operating means ( P ), the shift actuator ( 21 ) drives even when the amount of operation of the manual clutch actuating means ( L ) is zero to switch the shift speed to a next transmission speed.

Further, the present invention has a third characteristic that an auto mode (Auto) in which the dual clutch ( TCL ) automatically by the control section ( 120 ), a manual mode (manual) in which the double clutch ( TCL ) is manually controlled in response to the manual-operation clutch capacity calculation operation value (tqcltmt), and a temporary manual mode (temp. manual) for a dual-clutch control mode (FIG. TCL ) are provided;
an automatic switching mode ( AT ) and a manual switching mode ( MT ) for a control mode for the multi-speed transmission ( TM ) are provided; and
when the control mode for the double clutch ( TCL ) is set to the manual mode (manual), then the control mode for the multi-speed transmission ( TM ) as the manual switching mode ( MT ) is determined.

Moreover, the present invention has a fourth characteristic that the control section (FIG. 120 )
if, in a manual mode selection, a vehicle ( 10 ) into which the engine ( 100 ) is in a driving condition and the manual clutch actuating means ( L ), which drives the clutch in a currently connected condition to the separation side in response to the manual operation clutch capacity calculation operation value (tqcltmt), and when a gear advance to a next transmission stage by the shift actuator (FIG. 21 ) in response to an upshift request by the manual shift operator ( P ) and the manual clutch actuator ( L ) is driven toward the connection side when the manual clutch actuating means ( L ) is driven to the separation side and the operation amount reaches a predetermined value, thereafter causing the manual operation clutch capacity calculation operation value (tqcltmt) to change with the clutch capacity ( TQC1 . TQC2 ) from the odd-numbered step-side coupling ( CL1 ) or the even-numbered step-side coupling ( CL2 ) is to be coupled according to the next gear stage.

Further, the present invention has a fifth characteristic that the control section (FIG. 120 )
if, in a manual mode selection, a vehicle ( 10 ) into which the engine ( 100 ) is in a driving condition and the manual clutch actuating means ( L ), which drives the clutch in a currently connected state to the separation side in response to the manual operation clutch capacity calculation operation value (tqcltmt), and when a gear advance to a next transmission stage by the shift actuator (FIG. 21 ) in response to an upshift request by the manual shift operator ( P ) and the manual clutch actuator ( L ) is driven to the connection side when the actuation direction of the manual clutch actuating means ( L ) changes from the separation side to the connection side, then causes the manual operation clutch capacity calculation operation value (tqcltmt) to change to the clutch capacity ( TQC1 . TQC2 ) from the odd-numbered step-side coupling ( CL1 ) or the even-numbered step-side coupling ( CL2 ) is to be coupled according to the next gear stage.

[Effects of the Invention]

According to the first characteristic, the dual-clutch control apparatus includes the control section to control the shift actuator and the clutch actuator, and the manual shift operating means to perform a shift request to the control section. Further, the control section is configured such that, when a shift request is issued from the manual shift operating means, the control section drives the shift actuator to shift the shift speed to a next speed regardless of an operation amount of the manual clutch operating means, and then causes the manual-actuation clutch capacity to correspond to a clutch capacity corresponding to the next gear stage, wherein it is used as a trigger that the operation amount of the manual clutch actuating means exceeds a predetermined value. Consequently, even in a case where a shift change operation is performed by the manual shift operating means before an operation of the manual clutch operating means, the shift actuator is first driven to prepare for a shift change, and then a shift change is performed after an operation of the clutch lever is performed. Consequently, there is no such situation that the shift change operation, which is performed first, is not reflected on the actual shift change and gives a sense of discomfort to the occupant / occupant. Thus, the direct feeling of the shift change operation can be improved and the driving performance can be improved.

Further, when the predetermined condition is satisfied, while the manual clutch operating means is not operated after the shift stage is switched in response to a shift request by the manual shift operating means, the control section determines the shift request by the manual shift operating means as erroneous operation the switching level back to an original level. Therefore, while using the configuration in which the transmission gear is rapidly switched in response to a shift change operation by the manual shift operating means, when it is judged that the preceding shift change operation was an erroneous operation, then the transmission gear is automatically turned on reset the original gear. As a result, an ordinary drive can be restored without changing the driving force.

Further, the predetermined condition is that a predetermined period of time elapses after the shift request by the manual shift operating means. Consequently, when the predetermined period of time is counted by a counter or the like, recovery from wrong operation in a switching change can be achieved by a simple and reliable configuration.

According to the second characteristic, when a shift request is issued by the manual shift operating means, the control section drives the shift actuator even if the operation amount of the manual clutch operating means is zero, to shift the shift speed to a next speed step. Consequently, even in a state in which the manual clutch operating means is not operated, it is possible to quickly complete preparations for a shift change on the transmission side.

According to the third characteristic, the auto mode in which the double clutch is automatically controlled by the control section is the manual mode in which the double clutch is manually controlled in response to the manual operation clutch capacity, and the temporary manual mode is provided for a dual-clutch control mode. Further, the automatic shift mode and the manual shift mode are provided for a multi-speed transmission control mode. Further, when the control mode for the Dual clutch is set to the manual mode, then the control mode for the multi-speed transmission is determined as the manual shift mode. Consequently, it is possible to jointly perform the three control modes of the dual clutch and the two control modes of the multi-speed transmission, manual operation by the manual clutch operating means such as a clutch lever, and the manual shift operating means such as a shift pedal without adding an uncomfortable feeling to the automatic gear or speed control.

According to the fourth characteristic, when, in a manual mode selection, a vehicle in which the engine is installed is in a running state and the manual clutch operating means is operated, the control section drives the clutch in a currently connected state the disconnect side in response to the manual-actuation clutch capacity and when a gear advance to a next gear stage is performed by the shift actuator in response to an upshift request by the manual shift operating means and the manual clutch operating means is driven to the connection side when the manual clutch operating means is driven to the separation side and the operation amount reaches a predetermined value that the manual-actuation clutch capacity with the clutch capacity of the odd-numbered stage side clutch or the even-numbered stage side clutch is coupled in accordance with the next gear stage. Thus, when shifting by a manual operation, the clutch to be made a target of manual operation can be soft-switched using as a trigger that the manual clutch operating means is fully operated.

According to the fifth characteristic, when, in a manual mode selection, a vehicle in which the engine is installed is in a running state and the manual clutch operating means is operated, the control section drives the clutch in a currently connected state the disconnect side in response to the manual-actuation clutch capacity and when a gear advance to a next gear stage is performed by the shift actuator in response to an upshift request by the manual shift operating means and the manual clutch operating means is driven to the connection side when the actuation direction changes from the manual clutch actuation means from the separation side to the connection side, that the manual actuation clutch capacity with the clutch capacity of the odd-numbered stage side clutch or the even-numbered stage side-K coupling is to be coupled according to the next gear stage. Consequently, even when the amount of operation is controlled by the manual clutch operating means, such as e.g. a clutch lever, is insufficient, the clutch, which is to be the target of a manual operation, be switched soft.

list of figures

• 1 FIG. 14 is a left side view of a motorcycle to which a transmission control apparatus for a double clutch type automatic transmission according to an embodiment of the present invention is applied.
• 2 Fig. 10 is a right side view of a motor as an energy source of the motorcycle.
• 3 FIG. 10 is a system diagram of an AMT and a peripheral device. FIG.
• 4 is an enlarged sectional view of the transmission.
• 5 is an enlarged sectional view of a transmission mechanism.
• 6 Fig. 10 is a development showing a shape of guide grooves of a shift drum.
• 7 is a table of shift positions defined by the shift drum.
• 8th FIG. 12 is a graph illustrating a relationship between the operation amount of a clutch lever and an output signal from a clutch lever operation amount sensor. FIG.
• 9 Fig. 10 is a block diagram showing a configuration of an AMT control unit.
• 10 Fig. 10 is a block diagram illustrating an arithmetic operation method of a shift motor drive output value and a clutch capacity output value.
• 11 FIG. 12 is a state transition diagram illustrating a relationship between three clutch control modes.
• 12 FIG. 10 is a flowchart illustrating a method for determining a clutch for which manual operation is to be performed.
• 13 FIG. 10 is a flowchart illustrating a method for determining an auto-mode connection-side coupling. FIG.
• 14 FIG. 15 is a flowchart (1/2) illustrating a method of a clutch capacity output value calculating operation.
• 15 Fig. 10 is a flowchart (2/2) illustrating the method of the clutch capacity output value calculating operation.
• 16 FIG. 10 is a timing chart (1) illustrating a flow in shifting to the fourth speed during a third-speed running. FIG.
• 17 FIG. 12 is a time chart (2) illustrating the flow in shifting to the fourth speed during a third-speed drive. FIG.
• 18 FIG. 11 is a timing chart illustrating a flow when a shift pedal operation is performed during a third-speed drive. FIG.
• 19 FIG. 13 is a timing chart (FIG. 3) illustrating the flow in shifting to the fourth speed during a third-speed running.

Mode for Carrying Out the Invention

Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the drawings. 1 is a left side view of a motorcycle 10 in which a transmission control apparatus for a dual clutch type automatic transmission according to an embodiment of the present invention is used. 2 is a right side view of a motor 100 as an energy source from the motorcycle 10 , A vehicle body frame 14 from the motorcycle 10 has a pair of left and right main pipes 36 , and a head pipe 15 is on the vehicle body front of the main pipes 36 intended. A pair of left and right front forks 17 support a front wheel WF to turn it off and support a handlebar 18 from. The front forks 17 are for a pivoting movement relative to the head pipe 15 supported.

The motor 100 is under the main pipes 36 and is a four-cylinder V-type engine with front and rear cylinders 43 are arranged with a predetermined angle of inclination formed therebetween. A piston 41 , a valve mechanism, etc., which are in a cylinder block 40 slidably move, have under the four cylinders 43 a similar configuration. A crankshaft 105 , a main wave 13 and a countershaft 9 are in a crankcase 46 accommodated. The crankshaft 105 supports connecting rods 41a (on 2 referring), to each of which a piston 41 is supported, for turning it off. The main shaft 13 and the countershaft 9 have a plurality of gear pairs mounted thereon that configure a transmission.

Between the front and the rear cylinder block are air funnels 42 arranged. The air funnels 42 direct fresh air which has passed through an air filter box, which at a lower portion of a fuel tank 19 is arranged, to inlet openings of the cylinders. Every air funnel 42 has a fuel injection valve attached thereto. A muffler 54 is under a seat 53 arranged and leads through an exhaust pipe 59 initiated exhaust gas to the back of the vehicle body.

A swing arm 38 is for a swinging movement at a rear lower section of the main pipes 36 supported. The swinging arm 38 is by shock absorber units 37 suspended and supports a rear wheel WR for a rotation of it. A drive shaft 58 is inside the swing arm 38 arranged and transmits a rotational driving force from the engine 100 , which from the countershaft 9 is output to the rear wheel WR , A vehicle speed sensor SEV is near an axis from the rear wheel WR provided and detects a rotational speed of the rear wheel WR.

A clutch lever L is on the left side of the handlebar 18 mounted in the vehicle width direction and serves as a manual clutch actuating means for connecting and disconnecting a transmission of a driving force between the engine 100 and the rear wheel WR , A switching pedal P Is mounted in the vicinity of a footrest on the left side in the vehicle width direction and serves as a manual shift operating means to a shift change of a transmission TM perform.

On 2 Referring to each of a front bank BF and a rear bench BR, which is the engine 100 configure, formed from a cylinder head 44 , which is on the upper side of a cylinder block 40 mounted and receives a valve mechanism therein, and a head cover 45 which is an upper end of the cylinder head 44 covers. A piston 41 moves slidably along an inner circumference of a cylinder 43 , which in the cylinder blocks 40 is trained. The crankcase 46 is from an upper half of the housing 46a which is integral with the cylinder blocks 40 is formed, and a lower housing half 46b on which an oil pan 47 attached, configured.

A water pump 49 for a pressure feed of cooling water is for rotation through an endless chain 48 driven, which by a at the main shaft 13 trained sprocket 13a is wrapped around. A clutch cover 50 is on a side surface on the right side of the crankcase 46 mounted in the vehicle width direction.

The motor 100 In the present embodiment, as a hydraulic clutch for connecting and disconnecting a rotational driving force to and from the transmission, a double clutch type clutch configured of a first clutch and a second clutch is used. The hydraulic pressure to be supplied to the dual clutch may be controlled by an actuator, and a first valve 107a and a second valve 107b Actuators for controlling the two clutches are on a right side portion of the engine 100 appropriate. The double clutch TCL is driven for connection and disconnection by a combination of an automatic control in response to the engine speed, vehicle speed, etc., and a drive instruction of a catch by an operation of the clutch lever L ,

3 is a system diagram of an automatic-manual transmission (hereinafter referred to as AMT) 1 as an automatic transmission and a peripheral device of the AMT 1 , The institution 1 is an automatic transmission device of the double-clutch type, which connects and disconnects the rotational driving force from the engine through the two clutches arranged on the main shaft. The institution 1 which is in the crankcase 46 is accommodated by a clutch hydraulic system 110 and a control section 120 of the ATM 1 , hereinafter referred to as AMT control unit 120 designated, controlled / regulated and driven. The AMT control unit 120 comprises a clutch control means for controlling a drive from the valve 107 as a clutch actuator, that of the first valve 107a and the second valve 107b is configured. Furthermore, the engine includes 100 a throttle body 102 Throttle-by-wire type, in which a throttle valve engine 104 is provided for opening and closing the throttle valve.

The institution 1 includes a gearbox TM with six forward stages, a double clutch TCL that of a first clutch CL1 and a second clutch CL2 is formed, a shift drum 3 , and a shift motor (shift actuator) 21 for rotation of the shift drum 30 , The switching motor 21 is driven to rotate by a combination of an automatic control in response to an engine speed, a vehicle speed, etc., and a drive instruction of a Aufsassen by an operation of the shift pedal P ,

A large number of gears that the gearbox TM configure are with the main shaft 13 or the countershaft 9 coupled or loosely attached to this. The main shaft 13 is formed by an inner main shaft 7 and an outer main shaft 6 , and the inner main shaft 7 is with the first clutch CL1 coupled while the outer main shaft 6 with the second clutch CL2 is coupled. Transmission gears are on the main shaft 13 and the countershaft 9 provided so as to be in the axial direction of the main shaft 13 and the countershaft 9 are relocatable. shift forks 71 . 72 . 81 and 82 are at end portions thereof with the gear wheels and a plurality of guide grooves which are on the shift drum 30 are trained, engaged.

A primary drive gear 106 is with the crankshaft 105 from the engine 100 coupled and comes with a driven gear 3 kept engaged. The primary output gear 3 is with the inner main shaft 7 through the first clutch CL1 connected and with the outer main shaft 6 through the second clutch CL2 connected. It also includes the AMT 1 an inner-main shaft speed sensor 131 and an outer-main-shaft speed sensor 132 indicative of the rotational speed of predetermined transmission gears on the countershaft 9 Measure, respectively, the speed of the inner main shaft 7 and the outer main shaft 6 capture.

The inner-main shaft speed sensor 131 detects the speed of a driven side gear C3 which is for a rotation but against a sliding movement on the countershaft 9 is mounted and held in engagement with a transmission gear, which against rotation on the inner main shaft 7 is appropriate. Meanwhile, the outer-main-shaft rotational speed sensor detects 132 the speed of a driven side gear C4 which is for a rotation but against a sliding movement on the countershaft 9 is mounted and is held in engagement with a transmission gear, which against rotation on the outer main shaft 6 is appropriate.

A bevel gear 56 is with one end portion of the countershaft 9 coupled. The bevel gear 56 meshes with another bevel gear 57 , which with the drive shaft 58 coupled to the rotational drive force from the countershaft 9 to the rear wheel WR transferred to. Further, in the AMT 1 an engine speed sensor 130 , a gear position sensor 134 , a contactor sensor 27 , and an idle switch 133 intended. The engine speed sensor 130 is in a to an outer periphery of the primary output gear 3 arranged opposite relationship. The gear position sensor 134 detects a gear position from the transmission TM based on the rotational position of the shift drum 30 , The contactor sensor 27 detects a pivotal position of a switching piece, which by the switching motor 21 is driven. The idle position switch 133 detects that the shift drum 30 is in a neutral or neutral position. A throttle opening sensor 103 is at the throttle body 102 provided and detects a throttle opening.

The coupling hydraulic system 110 is configured so that it is both a lubricating oil for the engine 100 as well as a hydraulic oil used to drive the double clutch. The coupling hydraulic system 110 includes an oil tank 114 and a pipeline 108 to oil (hydraulic oil) in the oil tank 114 to the first clutch CL1 and the second clutch CL2 to lead. At the pipeline 108 is a hydraulic pump 109 as a hydraulic supply source and a valve (electromagnetic control valve) 107 provided as a clutch actuator. On a return line 112 , which with the pipeline 108 connected is a regulator 111 arranged to the hydraulic pressure which the valve 107 should normally be kept at a fixed value. The valve 107 is formed from the first valve 107a and the second valve 107b , which each pressure oil of the first clutch CL1 and the second clutch CL2 can supply. An oil return line 113 is for each of the first valve 107a and the second valve 107b intended.

A first hydraulic pressure sensor 63 is provided on a pipeline which is the first valve 107a and the first clutch CL1 connects and measures the hydraulic pressure generated in the pipeline, namely in the first clutch CL1 generated hydraulic pressure. Similarly, a second hydraulic pressure sensor 64 provided on another pipe, which the second valve 107b and the second clutch CL2 connects and measures in the second clutch CL2 generated hydraulic pressure. Further, on the pipeline 108 that the hydraulic pump 109 and the valve 107 connects to each other, a main hydraulic pressure sensor 65 and a third hydraulic pressure sensor 66 provided as an oil temperature detecting means.

With the AMT control unit 120 are a switching mode changeover switch 116 , a switching switch 115 , an idle position selection switch 117 and a clutch control mode changeover switch 118 connected. The switching mode changeover switch 116 performs a change between an automatic shift ( AT ) Mode and a manual switching ( MT ) Mode of the transmission TM by. The switch switch 115 serves as a manual shift actuator which provides a shift instruction for upshifting ( UP ) or downshifting ( DN ). The idle position selection switch 117 performs a change between the idle position ( N ) Position and the travel ( D ) Position. The clutch control mode changeover switch 118 performs a change from a control mode for a clutch operation. The clutch control mode changeover switch 118 is a push-type switch which only shows an on-state from an off-state when pressed. The clutch control mode changeover switch 118 may change between an auto mode in which the clutch control is automatically performed, and a manual mode in which the clutch in response to an operation of the clutch lever L is driven to perform arbitrarily under a predetermined condition. The switches are on handlebar switches from the handlebar 18 intended.

It should be noted that the shift pedal P has no mechanical connection with the shift drum 30 but acts as a switch which sends a switching request signal to the AMT control unit 120 sends, similarly to the switching switch 115 , Further, the clutch lever L has no mechanical connection with the dual clutch but functions as a switch which transmits a clutch actuation request signal to the AMT control unit 120 sends.

The AMT control unit 120 includes a central processing unit (CPU) and controls the valve (clutch actuator) 107 and the shift motor (shift actuator) 21 in response to output signals from the sensors and the switches described above, about the switching position of the AMT 1 automatically or semi-automatically. When selected from the AT mode, the shift position is automatically switched in response to information about the vehicle speed, engine speed, throttle opening and so on. In contrast, in a selection of the MT mode, the transmission becomes TM in response to an actuation of the switch switch 115 or the shift pedal P up or downshifted. It should be noted that even with a selection from the MT mode, additional automatic shift control to prevent overspeed, etc., from the engine may be performed.

In the clutch hydraulic system 110 is through the hydraulic pump 109 a hydraulic pressure on the valve 107 exercised and is governed by the regulator 111 so controlled / regulated that he has no exceeds the upper limit. When the valve 107 according to an instruction from the AMT control unit 120 is opened, then the hydraulic pressure to the first clutch CL1 or the second clutch CL2 applied to the primary output gear 3 through the first clutch CL1 or the second clutch CL2 with the inner main shaft 7 or the outer main shaft 6 connect to. In particular, both the first clutch CL1 as well as the second clutch CL2 Hydraulic couplings of normally open type. When the valve 107 is closed to stop the application of the hydraulic pressure, then the first clutch CL1 or the second clutch CL2 pushed in a direction in which the connection between the inner main shaft 7 and the outer main shaft 6 is interrupted by a return spring (not shown) incorporated therein.

The valve 107 Opening and closing the pipes showing the pipeline 108 and connecting the two clutches together to drive the clutches is configured such that the AMT control unit 120 sets the drive signal such that the time, etc., required to move the lines from a fully closed state to a fully open state can be changed arbitrarily.

The switching motor 21 turns the switching drum 30 according to an instruction from the AMT control unit 120 , When the shift drum 30 turns, the shift forks are 71 . 72 . 81 and 82 in an axial direction from the shift drum 30 displaced according to the shape of guide grooves, which on the outer periphery of the shift drum 30 are formed, whereupon the engagement relationship between the gears on the countershaft 9 and the main shaft 13 changed.

The institution 1 according to the present embodiment is configured such that the inner main shaft 7 , which with the first clutch CL1 is coupled, odd-numbered stage-side gears / gears (first, third and fifth stages) is supported, and the outer main shaft 6 , which with the second clutch CL2 coupled even-stage stage side gears / gears (second, fourth and sixth stages) is supported. Consequently, while, for example, the motorcycle is traveling with an odd-numbered stage-side gear, a supply of the pressure oil to the first clutch becomes CL1 continues and the connection state is maintained. Then, in a shift change, the transmission gear that transmits a drive force is switched by performing a clutch shift operation in a state in which the transmission gears remain in an intermeshing state before and after the shift change.

4 is an enlarged sectional view of the transmission TM , Like reference numerals to those used in the foregoing description designate like or equivalent portions. A rotational drive force is from the crankshaft 105 from the engine 100 to the primary output gear 3 which is a shock absorbing mechanism 5 it has, through the primary drive gear 106 transfer. Then, the rotational drive force from the dual clutch TCL to the countershaft 9 transferred, on which the bevel gear 56 is attached, through the outer main shaft 6 and the inner main shaft 7 which is for rotation on the outer main shaft 6 is supported, and further by the six gear pairs, which between the main shaft 13 (outer main shaft 6 and inner main shaft 7 ) and the countershaft 9 are provided. The rotational drive force, which is to the bevel gear 56 is transferred to the drive shaft 58 transmitted, the rotational direction thereof to the vehicle body rear side by the bevel gear 57 is changed, with which the bevel gear 56 is engaged.

The gear TM has six transmission gear pairs between the main shaft and the counter shaft and can select which gear pair should be used to output the rotational driving force depending on a combination of the position of a slidable gear mounted for sliding movement in an axial direction of each shaft , and the connection or disconnection state of the first clutch CL1 and the second clutch CL2 , The double clutch TCL is on the inside of a clutch housing 4 which is integral with the primary output gear 3 rotates. The first clutch CL 1 is against rotation on the inner main shaft 7 attached while the second clutch CL2 against rotation on the outer main shaft 6 attached, and a clutch plate 12 is between the clutch housing 4 and each of the two clutches arranged. The coupling plate 12 is configured of four drive friction plates which against rotation on the clutch housing 4 supported and four driven friction plates, which is supported against rotation on each of the two clutches.

The first clutch CL1 and the second clutch CL2 are configured such that when pressure oil from the hydraulic pump 109 (on 3 referring), a friction force on the coupling plate 12 is generated, so that the first clutch CL1 or the second clutch CL2 is put in a connection state. A distributor 8th is in a wall surface of the clutch cover 50 embedded, which on the crankcase 46 is mounted, and forms two hydraulic paths of a double tube shape inside from the inner main shaft 7 , When a hydraulic pressure to the distributor 8th through the first valve 107a is supplied, and a hydraulic pressure in an oil path A1 which is initiated in the inner main shaft 7 is formed, then a piston B1 displaceable in one direction, which in 4 is hinted against the biasing force of an elastic element 11 , such as a spring, moves so that the first clutch CL1 is switched to a connection state. On the other hand, if one hydraulic pressure in another oil path A2 is initiated, then a piston B2 slidable in 4 moved to the left to the second clutch CL2 switch to a connection state. The pistons B1 and B2 from the clutches CL1 and CL2 are configured so that, when the exercise of the hydraulic pressure stops, by the biasing force of the elastic member 11 return to their original position.

By such a configuration as described above, the rotational driving force rotates from the primary driven gear 3 the coupling housing 4 until a hydraulic pressure of the first clutch CL1 or the second clutch CL2 is supplied. However, when a hydraulic pressure is supplied, then the outer main shaft 6 or the inner main shaft 7 driven to be integral with the clutch housing 4 to turn. At this time, by adjusting the size of the supplied hydraulic pressure, an arbitrary half clutch state can be obtained.

The inner main shaft 7 , which with the first clutch CL1 supports drive gears M1 . M3 and M5 for the odd-numbered steps (first, third and fifth gear). The first-speed drive gear M1 is integral with the inner main shaft 7 educated. The third-speed drive gear M3 is for a sliding movement in an axial direction but against a rotation in a circumferential direction on the inner main shaft 7 mounted by a spline engagement therebetween. The fifth-speed drive gear M5 is against a sliding movement in an axial direction and a rotation in a circumferential direction on the inner main shaft 7 appropriate.

Meanwhile, the outer main shaft supports 6 , which with the second clutch CL2 connected, drive gears M2 . M4 and M6 for the even-numbered stages (second, fourth and sixth gear). The second-speed drive gear M2 is integral with the outer main shaft 6 educated. The fourth-speed drive gear M4 is for a sliding movement in an axial direction but against a rotation in a circumferential direction on the outer main shaft 6 mounted by a spline engagement therebetween. The sixth-speed driving gear M6 is against a sliding movement in the axial direction but for rotation in a circumferential direction on the main outer shaft 6 appropriate.

The countershaft 9 supports output gears C1 to C6 for engagement with the drive gears M1 to M6 from. The first to fourth-speed output gears C1 to C4 are against a sliding movement in an axial direction but for rotation in a circumferential direction on the countershaft 9 appropriate. The fifth and sixth-speed output gears C5 and C6 are for a sliding movement in the axial direction but against a rotation in a circumferential direction on the counter shaft 9 appropriate.

Of the gear trains described above, the drive gears are M3 and M4 and the output gears C5 and C6 namely, the "slidably movable gears" which are slidable in the axial direction are configured to be slidably moved by a movement of a shift fork described below. Each of the slidably movable gears has an engagement groove 51 . 52 . 61 or 62 which is formed therein for engagement with a claw portion of the shift fork. It should be noted that the inner-main-shaft speed sensor 131 (on 3 referring to) the rotational speed of the third-speed driven gear C3 detected and the outer-main-shaft speed sensor 132 the speed of the fourth-speed output gear C4 detected as described above.

Meanwhile, the transmission gears (drive gears M1 . M2 . M5 and M6 and the output gears C1 to C4 ) which are other than the slidably movable gears described above, namely, the "slidably fixed gears" which can not slidably move in the axial direction, configured to connect and disconnect a rotational drive force to and from an adjacent slidably movable gear carry out. Due to the configuration described above, the AMT 1 According to the present embodiment, arbitrarily, a gear pair for transmitting a rotational driving force depending on the position of the slidably movable gears and the connecting or disconnecting state of the clutches CL1 and CL2 choose.

In the present embodiment, a dog clutch mechanism is used for transmitting rotational driving force between a slidably movable gear and a slidably immovable gear. The jaw clutch mechanism provides a low-loss transmission of a rotational drive force by engagement between concave and convex Forms which are configured by driving teeth and driving holes ago. In the present embodiment, the dog clutch mechanism is configured such that, for example, four dog teeth 55 , which on the sixth-speed output gear C6 are formed, with four drive holes 35 engaged on the second-speed driven gear C2 are formed.

5 is an enlarged sectional view of a transmission mechanism 20 , Meanwhile, is 6 a settlement, which is a form of leadership of the shift drum 30 shows. The transmission mechanism 20 includes the four shift forks 71 . 72 and 81 . 82 , which each for a sliding movement on two guide shafts 31 and 32 are mounted to drive the above-described four slidably movable gears. The four shift forks have guide claws provided thereon ( 71a . 72a . 81a , and 82a) for engagement with the slidably movable gears and cylindrical convex portions ( 71b . 72b . 81b and 82b) for engagement with the guide grooves which are on the shift drum 30 are formed.

The shift fork 71 for engagement with the third-speed drive gear M3 and the shift fork 72 for engagement with the fourth-speed drive gear M4 are at the leadership shaft 31 appropriate. Meanwhile, the shift fork 81 for engagement with the fifth-speed output gear C5 and the shift fork 82 for engagement with the sixth speed output gear C6 on the other side at the guide shaft 32 appropriate.

guide SM1 and SM2 for engagement by the shift forks 71 and 72 on the side of the main shaft and guide grooves SC1 and SC2 for engagement by the shift forks 81 and 82 on the side of the countershaft are on the surface of the shift drum 30 formed, each parallel to the guide shafts 31 and 32 is arranged. As a result, the slidably movable gears become M3 . M4 and C5 . C6 upon rotation of the shift drum 30 driven along the mold by the four guide grooves.

The shift drum 30 is through the switching motor 21 driven to rotate to a predetermined position. The rotational drive force of the shift motor 21 becomes a switching drum shaft 29 transferring the shift drum 30 supported by a hollow cylindrical shape, by a first gear 23 which is on a rotary shaft 22 is attached, and a second gear 24 , which with the first gear 23 combs. The switching drum shaft 29 is with the shift drum 30 through a backlash mechanism 140 connected.

The lost motion mechanism 140 is configured such that the shift drum shaft 29 and the shift drum 30 together by a torsion coil spring 150 are connected. The lost motion mechanism 140 is a mechanism in which, for example, even if the shift drum 30 can not rotate in a prescribed manner due to a fault in the engagement of the dog clutch, a movement of the switching motor 21 temporarily through the torsion coil spring 150 is absorbed, so no excessive load on the switching motor 21 is exercised.

The lost motion mechanism 140 is constructed from a drive rotor 170 , which at an end portion of the shift drum shaft 29 is attached, an output rotor 160 , which at an end portion of the shift drum 30 is attached, and a torsion coil spring 150 which the drive rotor 170 and the output rotor 160 connects with each other. Consequently, if the shift drum 30 in the state in which the movement of the shift motor 21 is temporarily absorbed, is placed in a rotatable state, then the switching drum 30 by the biasing force of the torsion coil spring 150 turned to the predetermined position.

So that the gear position sensor 134 (on 3 referring to) a current angle of rotation of the shift drum 30 can be detected, it is arranged such that it detects the angle of rotation of the shift drum 30 or the output rotor 160 detected. The contactor sensor 27 can capture if the switching motor 21 is in a predetermined position or not, based on the position of a cam 28 which by a pin 26 is rotated, which on a contact piece 25 is attached, which at the switching drum shaft 29 is attached.

A positional relationship between the rotational position of the shift drum 30 and the four shift forks will be described with reference to the handling of 6 described. The guide shafts 31 and 32 are arranged at positions which are approximately 90 ° in a circumferential direction with respect to the rotating shaft of the shift drum 30 are spaced. For example, where the rotational position of the shift drum 30 the neutral ( N ) Position is the shift forks 81 and 82 arranged at a position which on the left in 6 indicated by "C NN" while the shift forks 71 and 72 are arranged in a position which on the right in 6 indicated by "M NN".

In 6 is the position of each cylindrical convex portion ( 71b . 72b . 81b . 82b) from the shift forks in the neutral position a broken circle indicated. Meanwhile, predetermined rotational positions which are represented by indications corresponding to the indication "C NN" on the left side in FIG 6 follow, and predetermined rotational positions which are represented by indications which the indication "M NN" on the right in 6 follow, provided at intervals of 30 degrees. It is to be noted that among the predetermined rotation angles, a "neutral waiting (N-waiting)" position, which is described below, is indicated by a quadrangular shape.

The sliding movement positions of the shift forks, which are determined by the guide grooves, are configured such that while the guide grooves SM1 and SM2 on the side of the main shaft have two positions of a "left position" and a "right position", the guide grooves SC1 and SC2 on the side of the countershaft have three positions of a "left position", a "middle position" and a "right position".

When the shift drum 30 is in the neutral position, the shift forks are arranged so that the shift fork 81 located at the middle position, the shift fork 82 located at the middle position, the shift fork 71 located in the right position and the shift fork 72 located in the left position. This is a state in which none of the four slidably movable gears driven by the shift forks engage with adjacent slidably fixed gears. As a result, the rotational driving force from the primary driven gear becomes 3 even then not to the countershaft 9 transmitted when the first clutch CL1 or the second clutch CL2 connected is.

If then the shift drum 30 is rotated from the above-described neutral position to the position ("C 1 -N" and "M 1 -N") corresponding to the first-speed gear, then the shift fork changes 81 from the middle position to the left position to the fifth-speed output gear C5 to switch from the middle position to the left position. As a result, the fifth-speed output gear becomes C5 through the jaw clutch into engagement with the fifth-speed output gear C1 brought to establish a state in which a rotational driving force can be transmitted. If in this state the first clutch CL1 is switched to a connection state, then the rotational drive force in the order of the inner main shaft 7 , first-speed drive gear M1 , first-speed output gear C1 , fifth-gear output gear C5 and countershaft 9 transfer.

Then, when a shift instruction to the second gear is inputted after the completion of the gear shift to the first gear, then the shift drum becomes 30 automatically rotated by 30 degrees in a shift-up direction. This rotational movement is called "preparatory upshift" to change gear only by switching from the connection state of the double clutch TCL when the shift instruction is issued to the second gear. Through this preparatory upshift, the two guide shafts move to the positions from the indications "C 1-2" and "M 1-2" on the left and right sides, respectively 6 ,

The change from the guide grooves involved in this preparatory upshift is just a change from the guide groove SC2 from the middle position to the right position. Through this change, the shift fork moves 82 to the right position to the sixth-speed output gear C6 by the dog clutch in engagement with the second-speed driven gear C2 bring to. At a time when the preparatory upshift is completed, since the second clutch CL2 is in the disconnected state, the outer main shaft 6 for rotation driven by the viscosity of the lubricating oil which is between the outer main shaft 6 and the inner main shaft 7 is filled.

The preparatory upshift described above becomes the dual clutch TCL ready for transmission from the rotational drive force through the second gear / gear. In this state, when a shift instruction is issued to the second gear, then the first clutch becomes CL1 separated and the second-speed output gear C2 is switched to a connected state. By this switching operation of the clutch, the shift operation to the second speed / gear without interrupting the rotational driving force is completed immediately.

Then, when a shift instruction to the third speed is issued after the completion of the shift from the first speed to the second speed, then a preparatory upshift for completing the shift from the second speed to the third speed is performed only by shifting from the clutch. By the preparatory upshift from the second gear to the third gear, the guide shaft moves on the side of the counter shaft from the position of the indication "C 1-2" on the left side in FIG 6 to the position of the indication "C 3-2" and the guide shaft on the side of the main shaft moves from the position of the indication "M 1-2" on the right side in FIG 6 to the position of the indication "M 3-2". The change of the guide grooves, which involved in the movement is just a change of leadership SC1 from the left position to the right position. Through the change, the shift fork moves 81 from the left position to the right position and the fifth-speed output gear C5 and the third-speed output gear C3 are engaged by the dog clutch.

After the preparatory upshift from the second gear to the third gear is completed, a state is established in which a shift from the second gear to the third gear only by execution of an action of a change from the connection state of the double clutch TCL from the first clutch CL1 to the second clutch CL2 , namely, only by performing a switching operation of the clutch is completed. This preparatory upshift is thereafter performed in a similar manner until selection is made by the fifth-gear gear.

In the preparatory upshift from the second gear to the third gear, which is described above, the guide groove passes SC1 the middle position from the indication "C N-2" on the left in 6 that is, the position where no engagement by the dog clutch is performed. The rotational position of the shift drum 30 is determined by the gear position sensor 134 recorded and the rotational speed of the shift drum 30 can through the switching motor 21 be fine adjusted. Consequently, it is possible to switch between the rotational speed from the position of the indication "C 1-2" to the position of the indication "C N-2" on the left side in FIG 6 to distinguish, namely the speed, when the engagement of the dog clutch between the drive gears C1 and C5 is stopped, and the rotational speed from the position of the indication "C N-2" to the position of the indication "C 3-2", namely the speed when the dog clutch in engagement with the driven gears C5 and C3 is offset. Or "neutral wait", with the shift drum 30 for a predetermined period of time at the position of the indication "C N-2" can be performed. With such a configuration from the AMT 1 As described above, for example, during travel with the second-speed gear, the rotational position of the shift drum 30 be arbitrarily changed between the positions of "1-2", "N-2" and "3-2".

When the neutral waiting control for temporarily stopping the shift drum 30 is performed in the "neutral waiting" position with a predetermined timing, then a shift shock can be reduced, which can occur at a connection and disconnection from the dog clutch. It should be noted that the drive timing or the drive speed of the shift drum 30 Also, in response to the number of switching stage when switching, the motor speed, etc. can be adjusted in a suitable manner.

It should be noted that a shift gear pair on the odd-numbered-side and even-numbered-side sides are in the neutral state when the shift drum 30 is in the "neutral waiting" position. For example, at the position of "C N-2", the dog clutch is between the output gears C2 and C6 in a combing condition. On the other hand, there is the output gear C5 in the neutral state where it is not with any of the output gears C1 and C3 comes together. Consequently, even if the first clutch CL1 at this time changes to a connection state, only the inner main shaft 7 rotated, but there is no influence on a transmission from the rotational driving force to the counter shaft 9 ,

7 Fig. 12 illustrates a table of shift positions taken by the shift drum 30 To be defined. The shift drum 30 changes the shift position by one step by one shift, for example, from the position NN to the position 1-N , The shift drum 30 has a neutral standby position indicated by "N" both on the odd-numbered side and on the even-numbered side between gear stages. For example, in the "1-N" position, while the odd-numbered stage-side gears are in a state in which the first-speed gear can be connected, the even-numbered-stage side gears are in a neutral state in which no driving force is transmitted , On the other hand, in any position where no neutral waiting state is provided, such as at the position "1-2", one of the first clutch is CL1 and the second clutch CL2 connected to perform a transmission of a driving force.

8th Fig. 16 is a graph showing a relation between the amount of operation of the clutch lever L and the output signal from a clutch lever operation amount sensor SEL illustrated. The clutch lever L (on 1 referring), which on the handlebar 18 is mounted, a manual clutch actuating means to the clutch in response to the amount of operation by the inclusion of a clutch connection state in which the clutch lever L is not actuated and remains free to drive to the separation side. The clutch lever L is configured to be his Home position returns when it is released by the Aufsassen.

The clutch lever operation amount sensor SEL is set so that the output voltage (vcltlevin) thereof increases in response to a release of the lever, wherein the state in which the clutch lever L is fully actuated as zero is embodied. In the present embodiment, when an amount of play is taken into consideration by the lever which exists when the lever starts to be gripped, and a bearing limit which is determined, the remaining portion is taken into consideration that the gripped lever on a handle grip applied, which is formed of rubber or the like, are subtracted from the output voltage, set as a range of an effective voltage.

Specifically, the amount of the lever is set from an operation amount Sa, when the lever is released until the abutment limit comes to an end after the gripped state is established by the lever, to another operation amount Sb at which the amount of lever play begins that he is a range of a lower limit E1 to an upper limit E2 of the rms voltage. Then the range becomes the lower limit E1 to the upper limit E2 caused to correspond in a proportional relationship to a range of zero to a maximum value of the manual-actuation clutch capacity calculation operation value (tqcltmt). This can reduce the influence of mechanical play, sensor scatter, etc., and increase the reliability of a clutch drive amount required by manual operation.

9 FIG. 10 is a block diagram showing a configuration of the AMT control unit. FIG 120 shows. Like reference numerals to those used in the foregoing description designate like or equivalent portions. A shift control section 180 from the AMT control unit 120 includes an automatic switching mode AT , a manual switching mode MT , a switching map M , a target gear position decision section 181 , and a stop-state clutch off / start request decision section 182 , The shift control portion 180 further includes a manual-operation-clutch decision portion 183 , an auto mode connection side coupling decision section 184 , a manual operation clutch capacity calculating operation section 185 , and a clutch control mode decision section 186. The shift control section 180 further comprises a shift motor drive output computing operation section 187 and a clutch capacity output value arithmetic operation section 188 ,

The shift control section 180 become output signals from the clutch lever operation amount sensor SEL for detecting an operation amount of the clutch lever L , the gear position sensor 134 , the engine speed sensor 130 , the throttle opening sensor 103 , the vehicle speed sensor SEV , the switching mode change SW (switch) 116 and the clutch control mode change SW (switch) 118 entered. Also, output signals from a shift pedal operation amount sensor become September for detecting an operation amount from the shift pedal P , the switching SW (switch) 115 , a main hydraulic pressure sensor 65 a first hydraulic pressure sensor 63 a second hydraulic pressure sensor 64 and a third hydraulic pressure sensor 66 entered.

When both the clutch control mode and the shift mode are set to the automatic control, the shift control section transmits 180 a drive signal to a shift actuator control section 190 and a clutch actuator control section 191 according to the switching map M which is configured by a three-dimensional map or the like based on output signals mainly from the engine speed sensor 130 , the throttle opening sensor 103 , the gear position sensor 134 and the vehicle speed sensor SEV ,

Meanwhile, the AMT control unit is 120 according to the present embodiment configured such that a manual operation for driving the double clutch TCL and the shift drum 30 in response to an operation of the clutch lever L or an actuation of the switch switch 115 or the shift pedal P can be performed as manual actuation means. Among such manual operations, the operation of the manual operating means can not be given priority only when the manual mode is performed by the shift mode changeover switch 116 and the clutch control mode changeover switch 118 is selected, but also when the manual actuating means is operated during an automatic control. It should be noted that the AMT control unit 120 a control / regulation also for the throttle valve engine 104 and performing a fuel injection system and, for example, automatic inter-gas (idle) control to adjust the engine speed at downshift and perform similar control.

10 Fig. 10 is a block diagram illustrating an arithmetic operation process of a shift motor drive output value and a clutch capacity output value. Like reference numerals to those used in the foregoing description designate like or equivalent portions. The shift motor drive output value and the clutch capacity output value are respectively output by the shift motor drive output computing operation section 187 and the clutch capacity output value calculating operation section 188 in the shift control section 180 arithmetically handled and to the shift actuator control section 190 and the clutch actuator control section 191 transfer.

The shift motor drive output value for determining the direction of rotation and the amount of rotation of the shift drum 30 is determined by the shift motor drive output power calculation operation section 187 calculated. The shift motor drive output power calculation operation section 187 Then, when a difference between the current gear position and a target gear position (gptgt) occurs, the shift motor drive output value calculates that the current gear position coincides with the target gear position.

The target gear position (gptgt) is determined by the target gear position deciding section 181 in response to a shift request based on the shift map M by an automatic shift control and a shift request by a manual operation (shift pedal operation or shift-switch operation). Meanwhile, the current gear position (gearpos) becomes a 12-level signal by the gear position sensor 134 (on 7 referring).

On the other hand, the clutch capacity output value calculating operation section handles 188 arithmetically, an odd-numbered step-side coupling capacitance output value ( TQC1 ) for determining an amount of drive from the odd-numbered step-side clutch (first clutch CL1 ), and an even-numbered stage-side clutch capacity output value (tqc2) for determining a driving amount from the even-numbered-stage-side clutch (second clutch CL2 ). In this case, the clutch capacity output value arithmetic operation section leads 188 the automatic operation based on a manual operation clutch decision value (cntcltmt), an auto mode connection clutch decision value (cltcont), a clutch control mode (cltmode), a manual operation clutch capacity calculation operation value (tqcltmt), and information which are necessary for automatic start shift control (vehicle speed, throttle opening, engine speed / engine torque estimation, etc.).

The manual-operation-clutch decision value (cntcltmt) obtained from the manual-operation-clutch decision section 183 is obtained indicates which of the first clutch CL1 and the second clutch CL2 is to be determined as a control target, in accordance with an operation of the clutch lever L , This is calculated based on the target gear position (gptgt), gear position and the manual operation clutch capacity calculation operation value (tqcltmt): E. The manual operation clutch capacity calculation operation value (tqcltmt) is set by the manual operation clutch capacity arithmetic operation section 185 based on the clutch operation amount sensor signal (vcltlevin) as previously described with reference to FIG 8th described.

The auto mode connection clutch decision value (cltcont), which is given by the auto mode connection side clutch decision section 184 is obtained, indicates which of the first clutch CL1 and the second clutch CL2 in the auto-clutch mode. This is obtained based on the target gear position (gptgt) of the gear position and a stop-state clutch-off request (f_cltoff).

The stop-state clutch-off request (f_cltoff) indicates a clutch disconnection operation at the stop of the vehicle during an operation of the engine and is executed by the stop-state-clutch-off / start request deciding section 182 based on the engine speed Ne, the throttle opening Th and the vehicle speed V attained. The stop-state clutch off / start request deciding section 182 Also performs a detection of a start request, which depends on, for example, the engine speed ne reaches a predetermined value.

The clutch control mode (cltmode) which passes through the clutch control mode decision section 186 is obtained indicates by which of the automatic control / manual operation the clutch is to be driven. This is based on a clutch control mode changeover switch state (cltmodsw) which is for an operation state of the clutch control mode changeover switch 118 is representative of a clutch actuation amount Sensor signal (vcltlevin) to an odd-numbered step-side coupling capacitance output value ( TQC1 ), an even-numbered step-side coupling capacitance output value ( TQC2 ) and a manual operation clutch capacity calculation operation value (tqcltmt). Therefore, even if the manual mode by the clutch control mode changeover switch 118 is selected, the clutch control mode (clmode) can be changed to the auto mode in response to any other parameter.

11 FIG. 13 is a state transition diagram illustrating a relationship between the three clutch control modes. The three clutch control modes are an auto mode in which automatic control is performed, a manual mode in which a manual operation is performed, and a temp. Manual mode (sometimes referred to as a Temp. Mode) in which a temporary manual operation is performed.

The auto mode is a mode in which a clutch capacity suitable for a running state is computationally handled to control the clutch by automatic start shift control. Meanwhile, the manual mode is a mode in which a clutch capacity is computationally handled by the intake in response to a clutch operation instruction to control the clutch. The temp. Mode is a temporary manual operation mode in which a clutch actuation instruction is accepted by the occupant in the auto mode and a clutch capacity is computationally handled by the clutch actuation instruction to control the clutch. It should be noted that when the upright in the temp. Mode, the operation of the clutch lever L then stops (clutch lever fully released), the clutch control / control mode then returns to auto mode.

It should be noted that the dual-clutch type transmission according to the present embodiment has a structure in which a pump is driven by a rotational drive force from the engine to generate a clutch control hydraulic pressure. Therefore, at the start of the system, it is necessary for the double clutch type transmission to perform the start in a clutch off state (disconnect state) in the auto mode. Similarly, even at the stop of the engine, since no clutch operation is required, it is set so as to restore a clutch-off state in the auto mode.

First, when in the auto mode, conditions that the vehicle is in a stop state that the engine is in an operating state that the manual-operation clutch capacity calculation operation value (tqcltmt) is equal to or smaller than a clutch-output Decision threshold is, and that the clutch control mode change-over switch from an off state to an on state (a depression operation is performed) "are satisfied, then the clutch control mode is in the manual mode.

Further, when in the auto-mode conditions "that the vehicle is driving, that the clutch is in an engaged state by an automatic control that the clutch lever L is released (the manual-operation clutch capacity calculation operation value (tqcltmt) equal to the clutch-connection capacity) is satisfied, then the clutch control mode transitions to the manual mode.

In contrast, when in the manual mode conditions "that the vehicle is driving, that the clutch lever L is in a released state (tqcltmt is equal to the clutch-connection capacity) and that the clutch control mode change-over switch from an off-state to an on-state "is satisfied, then the clutch control mode enters the car Mode over.

Further, when in a manual-type mode (manual mode or temp. Mode), conditions that the vehicle is in a stop state that the engine is in an operating state that the manual-operation clutch capacity calculation operation value (tqcltmt ) is equal to or less than the clutch-off decision threshold, that the automatic-starting conditions are not satisfied, and that the clutch-mode change-over switch changes from an off-state to an on-state, then the clutch control goes - / rule mode in the auto mode via.

Further, when in the auto mode, conditions that the engine is in an operating state and that the manual operation clutch capacity calculation operation value (tqcltmt) calculated from the clutch operation amount sensor signal are equal to or smaller than a clutch capacity. Output value ( TQC1 . TQC2 ), which is selected in the manual-actuation clutch decision "are satisfied, then the clutch control / control mode goes into the temp. manual mode. Consequently, a so-called free-wheeling or lock-up function which causes the clutch control mode to become soft in the Temp. mode, when the Aufsasse performs a clutch operation while the vehicle is operating in the Auto mode, be implemented.

On the other hand, when in the temp. Manual mode, a condition "that the clutch lever L is in a released state (tqcltmt is equal to the clutch-connection-capacity) "is satisfied, then the clutch control mode goes into the manual mode.

Further, when in the temp. Manual mode, conditions that the vehicle is in a stop state that the engine is in an operating state that the manual-operation-clutch-capacity-arithmetic-operation-value (tqcltmt) is equal to or smaller than that When the clutch-off decision threshold is satisfied and the clutch-mode changeover switch changes from an off-state to an on-state, the clutch control mode transitions to the manual mode.

If in a manual type mode (manual mode or temp. Mode) a condition "that the engine is stopped" is satisfied, then the clutch control mode enters the manual mode.

12 FIG. 10 is a flowchart illustrating a method for deciding a clutch to perform a manual operation. This decision, which of the manual-actuation-clutch decision section 183 is executed, decides when the clutch lever L is actuated, which of the first clutch CL1 and the second clutch CL2 the actuation has to be based on the current gear position and the target gear position.

In one step S1 a decision is made as to whether or not an odd-numbered stepped-side gear is in a gear-in state (not in a neutral state). When in step S1 a positive decision is made, then the processing moves to a step S2 in which it is decided whether or not an even-numbered stepped-side gear is in a gear-in state. If in the step S2 a positive decision is made, then the processing moves to a step S3 in front.

In step S3 it is decided whether the value of the | target gear position-odd-numbered step-side gear position | is higher than the | target gear position-even-numbered-stage gear position |. In this case, when both an odd-numbered stepped-side gear and an even-numbered stepped-side gear are in a gear-in state, for example, the gear position is "3-4" and the target gear position is the fifth gear, then | 5 - 3 | > | 5 - 4 | met and the decision in the step S3 will be a positive decision. If this inequality is not met, then in step S3 a negative decision.

When in step S3 a negative decision is made, then the processing moves to a step S4 in which it is decided whether or not the manual-operation-clutch decision is the odd-numbered-stage-side clutch. If a negative decision in the step S4 takes place, then the processing moves to a step S5 in front. In step S5 it is decided whether or not the manual-operation clutch capacity is equal to or smaller than the clutch-off capacity, and if a negative decision is made, then the processing moves to a step S6 in front. In step S6 it is decided whether or not the manual-operation clutch capacity has changed to the clutch connection side, and if a negative decision is made, the processing moves to a step S7 in front. In step S7 the manual-actuation clutch decision is set to the even-numbered step-side clutch, thereby ending the series of control steps.

In contrast, when in step S4 . S5 or S6 a positive decision is made, then the processing moves to a step S13 in which the manual-actuation clutch decision is placed on the odd-numbered step-side clutch, thereby ending the series of control steps.

Meanwhile, if a positive decision in the step S3 takes place, then the processing moves to a step S8 in which it is decided whether or not the manual-operation-clutch decision is the even-numbered-stage-side clutch. If a negative decision is made, the processing moves to a step S9 in front. In step S9 it is decided whether or not the manual-operation clutch capacity is equal to or smaller than the clutch-off capacity and if a negative decision is made, then the processing moves to a step S10 in front. In step S10 it is decided whether or not the manual-operation clutch capacity has changed to the clutch-connection side, and if a negative decision is made, the processing goes to a step S11 in front. In step S11 the manual-actuation clutch decision is placed on the odd-numbered step-side clutch, thereby ending the series of control steps.

In contrast, if a positive decision in the step S8 . S9 or S10 takes place, then the processing moves to a step S14 in which the manual-actuation clutch decision is set to the even-numbered step-side clutch, thereby ending the series of control steps.

To the decision in the step S1 returning if a negative decision in step S1 That is, if it is decided that an odd-numbered step-side gear is in a neutral state, then the processing moves to a step S12 in which it is decided whether an even-numbered stepped-side gear is in a gear-in state. When in step S12 a negative decision is made, namely, when the gear position is "NN", then the manual-operation clutch decision in step S16 is set to the odd-numbered step-side clutch (since the position "1-N" exists only as a next position to the position "NN"), thereby ending the series of control steps.

On the other hand, if in step S12 an affirmative decision is made, namely, if it is decided that only one even-numbered step-side gear is in a gear-in state (position "N-2", "N-4" or "N-6"), then the manual-actuation clutch decision in step S15 is set to the even-numbered step-side clutch, whereby the series of control steps ends.

Further to the decision in the step S2 returning if a negative decision in step S2 that is, when an even-numbered stepped-side gear is in a neutral state and only one odd-numbered step-side gear is in a gear-in state (positions "1-N", "3-N" or "5-N "), Then the processing moves to the step S13 in front. In step S13 the manual-actuation clutch decision is placed on the odd-numbered step-side clutch, thereby ending the series of control steps.

13 FIG. 10 is a flowchart illustrating a procedure for deciding a connection-side coupling in the auto mode. FIG. This decision is made by the auto mode connection side coupling decision section 184 is performed and performed according to the current gear position and the target gear position, which of the first clutch CL1 and the second clutch CL2 to be connected by the automatic control during operation, with the clutch control mode being the auto mode.

In step S20 whether or not the target gear position is "NN" is judged, and if a negative decision is made, the processing advances to the step S21 in front. In step S21 a decision is made as to whether or not there is a stop-state clutch-off request, and if a negative decision is made, then the processing moves to the step S22 in front. In step S22 whether or not the current gear position is "NN" is decided, and if a negative decision is made, then the processing moves to the step S23 in front.

In step S23 a decision is made as to whether or not an odd-numbered stepped-side gear is in a gear-in state, and if an affirmative decision is made, then the processing advances to the step S24 in front. In step S24 whether or not an even-numbered step-side gear is in a gear-in state or not, and if an affirmative decision is made, namely, when both an odd-numbered step-side gear and a even-numbered step-side gear are in a state inlaid gear, then the processing moves to the step S25 in front.

In step S25 it is decided whether the value of | target gear position-odd-numbered step-side gear position | is greater than | target gear position-even-numbered-step-gear position | or not. When in step S25 a negative decision is made, then the processing moves to the step S26 in which the connection clutch state is set to Odd-Step-Step-Clutch-On, thereby ending the series of control steps. In contrast, when in step S25 a positive decision is made, then the processing moves to the step S28 in which the connection clutch state is set to even-numbered-stage-clutch-on, whereby the series of control steps ends.

To the decision in the step S20 returning when in step S20 . S21 or S22 a positive decision is made, then the processing moves to a step S29 in which it is determined that no coupling connection is required and the clutch connection state is set to off, thereby ending the series of control steps.

In contrast, if a negative decision in the step S23 takes place, then the processing moves to the step S27 in which it is decided whether or not an even-numbered stepped-side gear is in a gear-in state. When in step S27 if it is decided that an odd-numbered Stepped gear is in a neutral state and there is only a even-numbered step-side gear in a gear-in state ("N-2", "N-4" or "N-6"), then the processing moves to a step S28 in front. In step S28 the connection clutch state is set to even-numbered-stage-clutch-on, whereby the series of control steps ends.

It should be noted that if there is a negative decision in the step S27 That is, when it is decided that none of the odd-numbered stepped-side gear and the even-numbered stepped-side gear are in a gear-in state, processing transfers to step S29 in which the connection coupling state is set to an off state, whereby the series of control steps ends. In contrast, when in step S24 a negative decision is made, then the processing moves to a step S26 in which the connection clutch state is set to Odd-Step-Step-Clutch-On, thereby ending the series of control steps.

The 14 and 15 FIG. 10 are flow charts (1/2) and (2/2) illustrating a procedure for a clutch capacity output value calculating operation. In one step S30 It is decided whether or not the clutch control mode decision value indicates the auto mode, and if an affirmative decision is made, then the processing moves to a step S31 in front. However, if in step S30 If a negative decision is made then the processing increases A before (on 15 Referring).

In step S31 an arithmetic operation is performed by an auto-mode state automatic control / regulation-odd-numbered stage side clutch capacity (tqc1 at), and then in a next step S32 an arithmetic operation of an auto-mode-state-automatic-control-even-number-step-side-coupling-capacity ( tqc2at ). In the steps S31 and S32 an arithmetic operation is carried out so that starting / shifting becomes smooth according to the shift map M which is configured of a three-dimensional map or the like based mainly on output signals from the engine speed sensor 130 , the throttle opening sensor 103 , the gear position sensor 134 and the vehicle speed sensor SEV ,

Then in step S33 the odd-numbered step-side coupling capacitance output value ( TQC1 ) to the automatic control / odd-numbered step-side clutch capacity ( tqc1at ), and then in step S34 the even-numbered-stage-side coupling capacity output value ( TQC2 ) is set to the automatic control / even-numbered-stage-side coupling capacity (tqc2at), whereby the series of control steps ends.

Meanwhile, if a negative decision in the step S30 is performed, namely, when the clutch control mode decision value indicates the manual mode or the temp. mode, then the processing moves to a step S40 which follows A

On 15 Referring in one step S40 It is decided whether or not the manual-operation-clutch judgment value is the odd-numbered-stage-side clutch. If a positive decision in the step S40 takes place, then the processing moves to the step S41 in which it is judged whether the automatic control / odd-numbered step-side clutch capacity (tqc1 at) has already changed to the manual-operation clutch capacity calculating operation value (tqcltmt). When in step S41 a negative decision is made, then the processing moves to the step S42 in which the manual mode state tqc1 at arithmetic operation is performed. In step S42 When the automatic control / clutch capacity calculating operation value is changed to the manual operation clutch capacity, an arithmetic operation of tqc1at is performed such that the influence on the vehicle body behavior can be minimized, together with the even-numbered stage-side clutch capacity.

In one step S43 it is decided whether tqc1at is equal to or higher than tqcltmt or not. When in step S43 a negative decision is made, then the processing moves to a step S44 in which tqc1 is set to tqc1at.

When in step S41 or S43 a positive decision is made, then the processing moves to the step S45 in which tqc1 is set to tqcltmt and then becomes in a next step S46 tqc1at set to tqc1mt. Thereafter, the processing moves to a step S47 in front.

In step S47 the manual mode state tqc2at arithmetic operation is executed. In step S47 In essence, the clutch capacity is set to a value equal to or smaller than a predetermined value (zero in the present embodiment), and when the clutch capacity is equal to or greater than the predetermined value, then the clutch capacity calculation operation value becomes the predetermined value changed. At this time, the arithmetic operation performed such that the influence on the vehicle body behavior can be minimized, together with the odd-numbered stage side clutch capacity. Then, after in step S48 tqc2 is set to tqc2at, processing returns B which ends the series of control steps.

To the decision in the step S40 returning when in step S40 a negative decision is made, then an arithmetic operation similar to that in the steps S41 to S48 , which are described above, started in order starting with the even-numbered stage-side coupling.

In particular, if a negative decision in step S40 takes place, then the processing moves to a step S49 in which it is decided whether or not the automatic-control-even-numbered-stage-coupling-capacity (tqc2at) has changed to the manual-operation-clutch-capacity-arithmetic-operation-value (tqcltmt). When in step S49 a negative decision is made, then the processing moves to a step S50 in which a manual mode state tqc2at arithmetic operation is performed.

Then it will be in one step S51 decided whether tqc2at ≥ tqcltmt is satisfied or not. When in step S51 a negative decision is made, then the processing moves to a step S52 before, in which TQC2 on tqc2at is set.

When in step S49 or S51 a positive decision is made, then the processing moves to a step S53 before, in which TQC2 is set to tqcltmt, and then gets in one step S54 tqc2at set to tqcltmt. Thereafter, the processing moves to a step S55 in front.

In one step S55 a manual mode state tqc1 at arithmetic operation is performed. Then in step P.56 tqc1 is set to tqc1at, and then processing moves B in front.

Hereinafter, a flow of clutch control in various settings will be described with reference to a plurality of timing charts. These timing charts include in a top half thereof a table comprising a total of ten parameters, and in a lower half thereof three graphs corresponding to the table.

1. (a) Ziel-Gangposition (gptgt) = eine von N, 1, 2, 3, 4, 5 und 6
2. (b) Gegenwärtige Gangposition (gearpos) = eine von N-N, 1-N, 1-2, N-2, 3-2, 3-N, 3-4, N-4, 5-4, 5-N, 5-6 und N-6
3. (c) Gangschaltungszustand = einer von Stopp (Schalttrommelstopp), UP (Hochschalten-seitiger-Vorschubvorgang-Verfahren) und DN (Herunterschaltvorgang-Verfahren)
4. (d) Gangschaltungssteuer-/regelmodus (sftmode) = einer von Auto (AT-Schaltmodus) und Manuell (MT-Schaltmodus)
5. (e) Kupplungssteuer-/regelmodus-Wechselschalter (clmodsw) = EIN oder AUS (der Schalter ist nur eingeschaltet, während der Schalter heruntergedrückt wird und zeigt einen Umschaltwillen zu dem Kupplung-Manuell-Modus)
6. (f) Kupplungssteuer-/regelmodus (cltmode) = einer von Auto-Modus, Temp.-Manuell-Modus und Manuell-Modus
7. (g) Auto-Modus-Verbindungsseite-Kupplung-Entscheidungswert (cltcont) = Ein/Aus von der Ungeradzahlige-Stufenseite-Kupplung oder Ein/Aus von der Geradzahlige-Stufenseite-Kupplung
8. (h) Manuelle-Betätigung-Kupplung-Entscheidungswert (cntcltmt) = Ungeradzahlige-Stufenseite-Kupplung oder Geradzahlige-Stufenseite-Kupplung
9. (i) Ungeradzahlige-Stufenseite-Kupplungskapazität-Ausgabe (tqc1) = tqc1at oder tqcltmt
10. (j) Geradzahlige-Stufenseite-Kupplungskapazität-Ausgabe (tqc2) = tqc2at oder tqcltmt

The parameter table is configured from elements of (a) to (j) given below.

1. (a) target gear position (gptgt) = one of N, 1, 2, 3, 4, 5 and 6
2. (b) Current position (gearpos) = one of NN, 1-N, 1-2, N-2, 3-2, 3-N, 3-4, N-4, 5-4, 5-N, 5 -6 and N-6
3. (c) Gear shift state = one of stop (shift drum stop), UP (up shift side feed process), and DN (down shift process)
4. (d) Gear shift control mode (sftmode) = one of Auto (AT shift mode) and Manual (MT shift mode)
5. (e) clutch control mode changeover switch (clmodsw) = ON or OFF (the switch is only turned on while the switch is being depressed and shows a switching will to the clutch-manual mode)
6. (f) clutch control mode (cltmode) = one of auto mode, temp. manual mode and manual mode
7. (g) Auto mode connection side clutch decision value (cltcont) = on / off from the odd-numbered stage side clutch or on / off from the even numbered stage side clutch
8. (h) manual operation clutch decision value (cntcltmt) = odd-numbered stage side clutch or even-numbered stage side clutch
9. (i) Odd-step-side clutch capacity output (tqc1) = tqc1at or tqcltmt
10. (j) Even-stage-stage-clutch capacity output (tqc2) = tqc2at or tqcltmt

Meanwhile, the three graphs in the lower half of the timing chart show the clutch operation amount sensor signal (vcltlevin) and the clutch capacity, throttle opening, and engine speed and vehicle speed. In the diagram of the clutch capacity sensor is the capacity output ( TQC1 ) from the first clutch CL1 indicated by a thick line, which is formed from obliquely running line, and the capacity output ( TQC2 ) from the second clutch CL2 is indicated by a thick line formed by drawing points. Meanwhile, the clutch operation amount sensor signal (vcltlevin) is indicated by an alternate long and short dashed line, and the manual operation clutch decision value (cntcltmt) is indicated by an alternate long and two short dashed lines. Further, a number in a round mark in the time chart in the following description is represented by the number in parentheses such as (1), (2) or (3).

16 is a time chart ( 1 ), which illustrates a flow when a shift change to the fourth speed during a third-speed travel is performed. This timing diagram corresponds to a flow while the clutch lever L is firmly grasped in a third-speed driving state in which the manual mode is applied to both the gearshift control / manual mode and the clutch control / normal mode until an upshift by the shift pedal P (or the switch switch 115 ), and then a fourth-speed travel is continued in response to a clutch release operation from the seating.

First, while driving in the third gear at the time t1 a gripping action of the clutch lever L began. At this time is the gear position 3-N , the clutch control / manual mode is manual, the gearshift control / manual mode is manual and the first clutch CL1 is in a connection state.

Then, when the clutch operation amount sensor signal (vcltlevin) becomes smaller than the sensor effective voltage upper limit value in response to the gripping operation of the clutch lever L for now t2 which corresponds to (1) above, then the manual operation clutch capacity calculation operation value (tqcltmt) and the odd-numbered stage side clutch capacity output value (FIG. TQC1 ) in response to the movement of the clutch lever L to decrease. In particular, since the manual-operation-clutch decision is the odd-numbered-stage-side clutch when the clutch lever L in a state in which the odd-numbered step-side coupling capacitance output value ( TQC1 ) is the manual-operation clutch capacity calculation operation value (tqcltmt), the odd-numbered stage-side clutch capacity output value changes ( TQC1 ) to the separation side in response to the lever operation.

Then, when an upshift request by an operation of the shift pedal P at the time t3 which corresponds to (2) is output, then changes at a time t4 which corresponds to (3), the gear position from "3-N" to "3-4", and the auto-mode-connection-side clutch decision value changes from odd-numbered-stage-side-clutch-on to even-numbered-stage A clutch. In particular, while the odd-numbered step-side clutch CL1 is disconnected by the lever operation becomes a manual upshift request by the shift pedal P and an upshift to position "3-4" is performed. At a time when the gear position becomes the "3-4" position, the odd-numbered step-side clutch is operated by the lever operation in the separating direction, and therefore the manual-operation-clutch decision value (cntcltmt) holds the odd-numbered step side Coupling at.

Then at the time t5 which corresponds to (4) vcltlevin less than the sensor RMS voltage lower limit value, and then the manual-operation clutch decision value (cntcltmt) changes from the odd-numbered step-side clutch CL1 to the even-numbered-stage clutch CL2 , At the same time, the odd-numbered step-side coupling capacitance output ( TQC1 ) from tqcltmt to tqc1at and the even-numbered step-side coupling capacitance output ( TQC2 ) changes from tqc2at to tqcltmt. In particular, at time t5 the clutch changes, which with the clutch lever L is coupled from the first clutch CL1 to the second clutch CL2 ,

In other words, at a time when the odd-numbered step-side clutch capacity is in a coupled relationship with the clutch lever L is controlled equal to or less than a predetermined value (here 0 Nm), with which it is decided that the clutch is disconnected, the manual-actuation clutch decision to the even-numbered stage side clutch changed. Further, the even-numbered-stage-side coupling capacity output ( TQC2 ) is set to the manual-operation clutch capacity calculation operation value (tqcltmt) to change the clutch, which is controlled in a coupled relationship with the lever operation, to the even-numbered stage side. It is to be noted that it is also possible to perform the clutch switching operation in response to a connection or disconnection state of the clutch, which is detected based on a slip of the clutch (difference in rotational speed between the input and the output).

Thereafter, the gear position is automatically changed from "3-4", which is suitable for an upshift from the third gear to the fourth gear, to "N-4", which is suitable for travel in the fourth gear, and at the time t6 Release of the clutch is commenced by actuation of the seating. The clutch to be connected at this time is the even-numbered-stage clutch CL2 , In particular, when an operation of the clutch lever L is started during the third-speed running, then a separation process from the odd-numbered stage side clutch CL1 in a coupled relationship with the operation of the clutch lever L began. Then, when the lever is gripped by a predetermined amount, the target clutch changes to the even-numbered step side- Clutch. Within a range of (5) becomes the even-numbered step-side coupling CL2 connected by half a clutch actuation, and then the clutch becomes the time t7 put in a fully connected state.

It should be noted that also in the time diagram of 16 a control for reducing the engine speed by a fuel injection control or ignition control at a disconnection of the clutch is performed such that a soft upshift can be performed without closing the throttle opening Th.

17 is a time chart ( 2 ), which illustrates a flow in shifting to the fourth speed during a third-speed drive. This timing diagram corresponds to a flow after an upshifting operation by the shift pedal P (or the switch switch 115 ) is performed before actuation of the clutch lever L from a third-speed driving state in which the manual mode is applied to both the gearshift control / manual mode and the clutch control / normal mode, and then the clutch lever L is firmly gripped until a ride on the fourth gear continues in response to a reconnection of the clutch.

First, when an upshift request in response to an operation of the shift pedal P for now t10 which corresponds to (1) is outputted, then the target gear position changes from 3 to 4 and a gear upshift is started. In particular, even before the start of a clutch lever operation, the manual upshift request is accepted by the shift pedal P, and an upshift operation from the "3-N" position to the "3-4" position is performed.

Then at a time t11 which corresponds to (2), the gripping of the clutch lever L started, and at a time t12 the clutch operation amount sensor signal (vcltlevin) becomes smaller than the sensor effective voltage upper limit value in response to the gripping operation of the clutch lever L , and a movement from the first clutch CL1 in the separating direction becomes in a coupling direction with the movement of the clutch lever L began. In particular, since the manual-operation-clutch decision is the odd-numbered-stage-side clutch when the clutch lever L in a state in which the odd-numbered step-side coupling capacitance output ( TQC1 ) is the manual-operation clutch capacity calculation operation value (tqcltmt), the odd-numbered-stage-clutch capacity output ( TQC1 ) to the separation side in a coupled relationship with the lever operation.

Then at the moment t13 which corresponds to (3), the change from the "3-N" position to the "3-4" position is completed and the auto-mode connection-side clutch decision value changes from odd-numbered-stage-side-clutch-on to even-numbered-stage-side -Coupling-A. However, since at a time when the gear position changes to the "3-4" position, the odd-numbered step-side clutch is operated in the separating direction by the lever operation, the manual-operation-clutch decision value remains, namely the decision of the Clutch to be controlled by the lever operation, the odd-numbered step-side clutch.

Then, when vcltlevin becomes smaller than the sensor effective voltage lower limit at the time t14 which corresponds to (4), the manual-operation-clutch decision value changes from the odd-numbered step-side clutch CL1 to the even-numbered-stage clutch CL2 , At the same time, the odd-numbered step-side coupling capacitance output ( TQC1 ) from tqcltmt to tqc1at and the even-numbered step-side coupling capacitance output ( tqc2at ) changes from tqc2at to tqcltmt. In other words, it is changing at the moment t14 the clutch coupled to the clutch lever L from the first clutch CL1 to the second clutch CL2 ,

Specifically, at a time when the odd-numbered step-side clutch capacity controlled by coupling with the lever becomes equal to or smaller than the predetermined value (here, 0 Nm) with which it is judged that the clutch is disconnected, the manual-operation-clutch decision value to the even-numbered stage-side clutch. Further, the even-numbered stage-side clutch capacity output is set to the manual-operation-clutch-capacity-arithmetic operation value, and thus the clutch, which is to be controlled in a coupled relationship with the lever operation, is changed to the even-numbered stage-side clutch.

Thereafter, the gear position is automatically changed from "3-4", which is suitable for an upshift from the third gear to the fourth gear, to "N-4", which is suitable for driving in the fourth gear, and at a time t15 a release of the clutch is started by an operation of the Aufsassen. The clutch to be connected at this time is the even-numbered-stage clutch CL2 , In particular, even if a shift-up request is issued by the shift pedal P before the clutch lever L is pressed while driving with the third gear, when a lever operation is started thereafter, a disconnecting operation becomes in a coupled relationship with the operation of the odd-numbered stepped-side clutch CL1 began. When the lever is gripped to a predetermined amount, the target clutch is changed to the even-numbered-stage clutch. Within a range of (5) becomes the even-numbered step-side coupling CL2 gradually connected with half a clutch operation, and then it's time t16 established a fully connected state.

According to the procedure described above, even when upshifting by manual operation, the shift pedal P before an actuation of the clutch lever L is pressed, the shift drum is first in response to the operation of the shift pedal P turned and then when the clutch lever L clutch engagement can be started to smooth the upshift.

18 FIG. 12 is a timing chart illustrating a flow when a shift pedal operation is accidentally performed during a third-speed running. This time chart corresponds to a river after the Aufserasse accidentally the switching pedal P (or the switch switch 115 ), without an intention to shift to perform an upshift operation in a third-speed drive state, in which the manual mode is applied to both the gearshift control mode and the clutch control mode until the AMT control / control unit 120 decides that the actuation was an accidental operation and continues to drive in third gear.

During a ride in third gear is the gear position 3-N , the clutch control / manual mode is manual, the gearshift control / manual mode is manual and the first clutch CL1 is in a connected state. Then, if the Aufserasse accidentally the shift pedal P touches to make an upshift request at the time t20 which corresponds to (1), then the target gear position (gptgt) is changed from the third gear to the fourth gear, and a feed operation from the shift drum to the shift-up side is started. Specifically, even before a clutch lever operation is started, a manual upshift request is accepted by the upshift key / shift pedal or the like, and an upshift is made to the "3-4" position. Then change over time t21 the auto-mode-connection-side clutch judgment value from even-numbered-stage-side-clutch-in to even-numbered-stage-side-clutch-in, together with completion from the rotation of the shift drum 30 to the "3-4" position.

However, because within a later predetermined period T which corresponds to (2), the clutch lever L remains released without being actuated, the AMT control unit decides 120 for now t22 after the lapse of the predetermined period T from the time t20 in which the upshift request was issued that the upshift request was an erroneous operation. In response to the decision, the target gear position is reset from the fourth gear to the third gear, and the manual-operation-clutch decision is returned to odd-stage-stage-clutch-on and DN (downshift) operation from the shift drum will be started.

Finally, at time t23, which corresponds to (4), the change from the "3-4" position to the "3-N" position is completed, and the stable operation state before the misoperation is restored. The AMT control unit 120 decides that an erroneous operation has been performed when a "predetermined condition" is satisfied in a state in which no manual clutch operation is performed after an upshift or downshift request has been accepted. While this predetermined condition in the above-described embodiment is a time period after acceptance of a shift request, this predetermined condition may also occur, for example, in a case where there is a possibility that engine stall or overspeeding may occur because the target gear position obviously not suitable for a driving condition, or in a similar case.

According to the procedure described above, even if the shift pedal P (or the shift switch) is erroneously operated during a travel in the manual mode, the gear, which is to be used for a transmission of the driving force, not changed when the clutch lever L not operated. Therefore, a change of the driving force, which is not intended by the seating, does not occur, and a clutch control can be achieved which does not give the seating feeling of discomfort.

19 is a time chart ( 3 ), which illustrates a flow when shifting to the fourth gear during a third-speed ride. This timing diagram corresponds to a flow after an upshifting operation by the shift pedal P (or the switch switch 115 ) is performed while the clutch lever L starts to be resorted to from a third-gear operating state in which the manual mode is used for both the gearshift control / clutch mode and the clutch control mode, and then the clutch lever L is released before it is fully gripped to continue the drive in the fourth gear.

First of all, the gear position is during a drive into third gear 3-N , the clutch control / manual mode is manual, the gearshift control / manual mode is manual and the first clutch CL1 is in a connected state. Then, a gripping operation of the clutch lever L is started, and the clutch operation amount sensor signal (vcltlevin) becomes smaller than the sensor effective voltage upper limit value in response to the gripping operation of the clutch lever L for now t30 which corresponds to (1). Thereafter, the manual-operation clutch capacity calculation operation value (tqcltmt) starts in a coupled relationship with the movement of the clutch lever L to decrease.

In particular, since the manual-operation-clutch decision is the odd-numbered-stage-side clutch when the clutch lever L in a state in which the odd-numbered step-side coupling capacitance output ( TQC1 ) to the manual-actuation clutch capacity calculation operation value (tqcltmt), the odd-numbered-stage-clutch capacity output ( TQC1 ) thus to the separation side in a coupled relationship with the lever operation.

If then an upshift request by an operation of the shift pedal P for now t31 which corresponds to (2) is outputted, then the target gear position changes from the third gear to the fourth gear and a UP (Upshift) drive from the shift drum is started. Then it changes at the moment t32 which corresponds to (3), the gear position from "3-N" to "3-4", and the auto-mode-connection-side clutch decision value changes from odd-stage-stage-clutch-on to even-stage-stage clutch -One. In other words, while the odd-numbered stage clutch CL1 is disconnected by the lever operation, becomes a manual high-switching request by the shift pedal P and an upshift to the "3-4" position is performed. At a time when the gear position comes to the "3-4" position because the odd-numbered step-side clutch has been operated in the separating direction by the lever operation, the manual-operation-clutch deciding value (cntcltmt) keeps the odd-numbered step side Coupling at.

Here, in the present time chart, release from the clutch lever becomes time t33 , which corresponds to (4), started. In particular, the example of 19 a case in which, although the Aufsasse begins, the clutch lever L to grab and the shift pedal P pressed, the Aufsasse the clutch lever L only releases after having the clutch lever L at approximately half an amount (to an approximate midpoint between the upper limit and the lower limit of the clutch lever operating amount sensor effective voltage). At this time, the AMT control unit changes 120 the manual-operation-clutch decision value (cntcltmt) to the even-numbered-stage-side clutch, using as a trigger that the manual-operation-clutch-decision value (cntcltmt) coupled to the clutch-operation-amount sensor signal (vcltlevin) , changes in the direction of connection.

Within a period of time t33 by the time t34 switching is made between the odd-numbered step-side coupling CL1 and the even-numbered step-side coupling CL2 carried out. This shifting operation is automatically controlled so as to minimize the driving force change in shifting. After the even-numbered stage-side clutch capacity output ( TQC2 ) coincides with the manual operation clutch capacity calculation operation value (tqcltmt), the even-numbered stage-side clutch capacity output ( TQC2 ) in a coupled relationship with the manual operation clutch capacity calculation operation value (tqcltmt).

According to the above-described procedure, even in a case where an upshifting operation by the shift pedal P (or the switch switch 115 ) is performed while the clutch lever L starts to be gripped from an operating state in which the manual mode is used in both the gearshift control / clutch mode and the clutch control mode, and then the clutch lever L is released before it is fully engaged, the manual-operation-clutch decision value (cntcltmt) is changed to the even-numbered stage-side clutch, using as a trigger that the manual-operation-clutch decision value (cntcltmt) has changed in the connection direction. Therefore, even if the grip of the clutch is insufficient, the shift operation is automatically controlled to suppress the drive force variation to a minimum level, and a smooth shift can be expected.

As described above, the dual-clutch control apparatus according to the present invention is configured such that when a shift request by the shift pedal P is output, the shift actuator 21 is driven to change the shift stage to the next gear stage, regardless of the amount of operation of the clutch lever L and then, the manual operation clutch capacity calculating operation value (tqcltmt) is made to coincide with a clutch capacity corresponding to the next gear, using as a trigger that the amount of operation of the clutch lever L exceeds a predetermined value. Therefore, even in a case where a shift change operation is performed by the manual shift operating means before an operation of the manual clutch operating means, the shift actuator is first driven to prepare for a shift change, and then a shift change is performed after an operation of the clutch lever is carried out. Therefore, such a situation does not occur that the shift change operation, which is performed first, is not reflected on the actual shift change and gives the user a sense of discomfort. Thus, the direct feeling of the shift change operation can be enhanced and the driving performance can be improved.

It should be noted that the shape and the structure of the double clutch, the multi-speed transmission and the engine, the configuration of the control device, the configuration of the manual operating means for the clutch, etc. are not limited to those of the embodiment described above but that various changes are possible. The dual-clutch control apparatus according to the present invention can be used not only on a motorcycle but also on various vehicles such as saddle-type three / four-wheel vehicles and so on.

LIST OF REFERENCE NUMBERS

10 ... motorcycle, 21 ... shift control motor (shift actuator), 30 ... shift drum, 100 ... engine, 104 ... throttle valve engine, 104a ... throttle valve, 107 ... Valve (clutch actuator), 107a ... first valve, 107b ... second valve, 115 ... Shift switch, 116 ... Shift mode changeover switch, 118 ... Clutch control / change mode changeover switch, 120 ... Control section, AMT control unit, 180 ... shift control section, 181 ... Target gear position decision section, 182 ... Stop state clutch off / start request decision section, 183 ... Manual Operation clutch decision section, 184 ... auto mode connection side clutch decision section, 185 ... manual operation clutch capacity calculation operation section, 186 ... clutch control mode decision section, 187 ... shift motor drive output power Arithmetic operation section, 188 ... Clutch capacity output value arithmetic operation section, AT ... Automat Manual shift mode, MT ... Manual shift mode, M ... shift map, CL1 ... First clutch, Odd-step-side clutch, CL2 ... Second clutch, Even-numbered-stage clutch, TCL ... Double-clutch, TM. .. Transmission, Multi-speed, L ... Clutch lever (manual clutch), P ... Shift pedal (manual shift), SEL ... Clutch lever operation amount sensor, SEP ... Shift pedal operation amount sensor, tqcltmt ... manual operation clutch capacity arithmetic operation value

To provide a dual-clutch control device in which engagement of manual operation in automatic clutch control can be smoothly performed.

[Means for Solution]

The dual clutch control apparatus includes an AMT control unit 120 for controlling a switching actuator 21 and a clutch actuator 107 , and a shift pedal P to make a switching request to the AMT control unit 120 , The AMT control unit 120 then drives when a shift request by the shift pedal P is output, the shift actuator 21 to switch the shift speed to a next stage gear regardless of an operation amount of a clutch lever L and then causes a manual operation clutch capacity calculation operation value tqcltmt to correspond to a clutch capacity corresponding to the next gear stage using as a trigger that the operation amount of the clutch lever L exceeds a predetermined value. After the shift stage has changed to the next gear, when a predetermined period of time elapses, while the clutch lever L is not operated, then the shift request is determined as an erroneous operation and the shift stage is returned to an original gear.

Claims (5)

A dual-clutch control apparatus comprising a multi-speed transmission (TM) having a plurality of gear trains between a main shaft (13, 6, 7) on the input side and a counter shaft (9) on the output side, a shift actuator (21) for performing a shift from a shift speed of the multi-speed transmission (TM), a dual clutch (TCL) configured of an odd-numbered-stage clutch (CL1) and a even-numbered stage-side clutch (CL2) to connect and disconnect a power transmission between the multi-speed transmission (TM) and a motor (100), a clutch actuator (107) to control the dual clutch (TCL), and a manual-operation clutch capacity calculating operation section (185); to convert an operation amount from a manual clutch operating means (L) to computationally handle a manual operation clutch capacity calculating operation value (tqcltmt) according to the manual operation, the double clutch control apparatus comprising: a control section (120) to control the shift actuator (21) and the clutch actuator (107); and a manual shift operating means (P) for making a shift request to the control section (120); wherein the control section (120) is configured such that when a shift request is issued from the manual shift operating means (P), the control section (120) drives the shift actuator (21) to shift the shift speed to a next one Regardless of an amount of operation of the manual clutch operating means (L), and then causes the manual-operation clutch capacity calculating operation value (tqcltmt) to correspond to a clutch capacity (tqc2) corresponding to the next gear stage using as a trigger; in that the operation amount of the manual clutch operating means (L) exceeds a predetermined value, wherein the control portion (120) is satisfied when a predetermined condition is satisfied while the manual clutch operating means (L) is not operated after the shift stage in response to a shift request from the manual shift operation switching means (P) determines the shift request by the manual shift operating means (P) as an erroneous operation and returns the shift speed to an original level, and wherein the predetermined condition is that a predetermined time period (T) after the shift request by the Manual shift operating means (P) elapses. Double clutch control device according to Claim 1 wherein when a shift request is issued by the manual shift operating means (P), the control section (120) drives the shift actuator (21) even when the operation amount of the manual clutch operating means (L) is zero by the shift speed to switch to a next gear stage. Double clutch control device according to Claim 1 or 2 wherein an auto mode (Auto) in which the dual clutch (TCL) is automatically controlled by the control section (120), a manual mode (Manual) in which the dual clutch (TCL) in response to the Manual operation clutch capacity calculation operation value (tqcltmt) is manually controlled, and a temporary manual mode (temp. Manual) is provided for a dual clutch control (TCL) mode; an automatic shift mode (AT) and a manual shift mode (MT) are provided for a multi-speed transmission (TM) control mode; and then, when the control mode for the dual clutch (TCL) is set to the manual mode (manual), then the control mode for the multi-speed transmission (TM) is determined as the manual shift mode (MT). Double clutch control device according to Claim 3 wherein when a manual mode selection (manual) is made, the control section (120) is in a running state of a vehicle (10) in which the engine (100) is installed, and the manual clutch operating means (L ), which drives the clutch in a currently connected condition to the separation side in response to the manual operation clutch capacity calculating operation value (tqcltmt), and when a gear advance to a next gear stage is performed by the shift actuator (21) in response to an upshift request by the manual shift operating means (P) and the manual clutch operating means (FIG. L) is driven toward the connection side when the manual clutch operating means (L) is driven to the separation side and the operation amount reaches a predetermined value, thereafter causing the manual operation clutch capacity calculation operation value (tqcltmt) to change to the clutch capacity (tqc1, tqc2) from the odd-numbered stage-side clutch (CL1) or the even-numbered stage-side clutch (CL2) according to the next transmission stage. Double clutch control device according to Claim 3 wherein when a manual mode selection (manual) is made, the control section (120) is in a running state of a vehicle (10) in which the engine (100) is installed, and the manual clutch operating means (L ), which drives the clutch in a currently connected state to the separation side in response to the manual operation clutch capacity calculation operation value (tqcltmt), and when a gear advance to a next transmission stage by the shift actuator (21) in response to a Upshift request is made by the manual shift operating means (P) and the manual clutch operating means (L) is driven to the connection side when the operating direction changes from the manual clutch operating means (L) from the disconnecting side to the connecting side, then causes the manual operation Clutch capacity calculation operation value (tqcltmt) with the clutch capacity (t qc1, tqc2) from the odd-numbered stage-side clutch (CL1) or the even-numbered stage-side clutch (CL2) according to the next transmission stage.

Images